Apparatus for automatically stopping steam and electric trains and signaling the engineer in charge.



G. P. BURKE. APPARATUS FOR AUTOMATICALLY STOPPING STEAM AND ELECTRIC TRAINS AND SIGNALING THE ENGINEER IN CHARGE.

APPLICATION FILED IAB. 23, 190B.

921,793. PatentedMay 18,1909.

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G. I. BURKE. APPARATUS FOR AUTOMATICALLY STOPPING STEAM AND ELECTRIC TRAINS AND SIGNALING THE ENGINEER IN GHARGE.

APPLIOATION FILED MAR. 23, 190B.

921 ,793. Patented May 18,1909.

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G. P. BURKE. APPARATUS FOR AUTOMATICALLY STOPPING STEAM AND ELBGTBIG TRAINS AND SIGNALING THE ENGINEER IN CHARGE.

APPLIUA'IIOH FILED 11.23, I998.

921 ,793. Patented May 18, 1909.

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PATENT OFFICE.

KENTUCKY, A SSIGNOR, TO DUFFI N, SUMMERS KENTUCKY, A COPARTNERSHIP.

APPARATUS F03 AU'IGMAJTIOALLY STOPPING STEAM AND ELECTRIC- TRAINS AND SIGNALING- THE ENGINEER IN CHARGE.

No. 921,793. Specification o 1? Letters Patent. Patented May 18, 1909.

Application filed March 23, 1908. Serial No. 422,697.

To all whom it may concern:

Be it known that I, GEORGE PATRICK BURKE, a citizen of the United States, residing at Louisville, in the county of J efferson and State of Kentucky, have invented a new and useful Apparatus for Automatically Stopping Steam and Electric Trains and Signaling the Engineer in Charge of Same, of which the following is a specifica- 0 tion.

This invention relates to apparatus for automatically stopping steam and electric trains and signaling the engineer in charge of same, and the objects of my improvements are, to automatically stop a train if there is another train on the next block before or behind it, to signal the engineer in charge of the-train, and to enable the train despatcher or station agent to stop a train manually from the station by operating the throttle in the engine and. theair brake system of the train.

My invention is a complete system for automatically sto ping trains or cars propelled by steam, e ectricity or other means, and may also be used in connection with, and to complement block systems.

These objects I attain by means, of the apparatus illustrated in the accompanying drawings, in which Figure 1. is a diagrammatic view or the train equipment; Fig. 2, a detail view of the 4 electric contact apparatus on the engine; Fig. 3, a plan view of the track equipment;

3 Fig. 1, a sectional view of the throttle and brake-operating-mechanism, in the running position; Fig. 5, a sectional view of the same in the stop position; and Fig. 6, a plan view of the outer end of the piston-rod.

Similar reference numerals refer to similar parts throughout the several views of the drawings.

The main feature of my ap aratus is the throttle and air brake controlling valve 1,

'45 which is located in the cab of the locomotive and near to, and operatively connected with the throttle lever. In the valve 1 is provided a central main cylinder 2, in which a main piston 3 is arranged to work like the piston of a steam engine. A main pistonrod 4 is broadened and rovided with a l longitudinal slot 7 of su cient length to allow the proper amplitudeof motion of the throttle lever 8, which is placed and works therein. The throttle lever is connected with the throttle stem 9 in the usual way, and is provided with a latch 10 adapted to lock the lever in position on a quadrant rack 11. The latch 10 is operated by the usual link 12 and handle 13. The throttle lever 8 passes through slot 7, and, when aiston-rod i is extended to its limit, may e moved from the fully open throttleposition to the entirely closed position. The piston 3, with its appurtenant parts just described, is operated by means of compressed air from the air reservoir of the air brake system.

In Fig. 1, piston 3 is shown in the normal or running position, when the engineer is at liberty to manipulate his air brakes and throttle at will.

Through certain electrical apparatus, the train despatcher, or automatic track appara tus when in danger position, may close the throttle by drawing in throttle lever 8 and apply and make the service application of the air brake through certain valves which will presently be described. Any suitable electrical apparatus may be used on the track to operate the valve in order to close a magnetic circuit in the cab of the engine, the energy for which is applied by a battery 14 in the cab (Fig. 1).

The track electrical apparatus may be arranged asshown in Fig. 3, Where short contact rails 15 are shown at intervals along the road. These short rails are insulated on the cross-ties, and either of the track rails 16 may be used as a ground connection. A contact pendant 17 (Fig. 2) is provided, pivoted on the locomotive to swing in either direction, but kept in a perpendicular position by springs 18 and 19, and so positioned that it extends downward and travels in a path coincident with contact rails 15, so that whenever the pendant 17 passes over one of the rails 15, its lower end drags thereon and makes a strong wiping contact. The upper end of pendant 17 travels in an arc, asshown by the dotted lines in Fig. 2, and, according to the direction of motion, swings over into contact with one of the switch-plates 20 or 21. These plates are connected by a single wire 22 with battery 14, and a magnet 23 (Fig. 4,). Contact rails 15 may be connected, through a relay switch 24, with rail 16, so that when the train despatcher, or station agent, as the case may be, operates the relay switch 24, the circuit is closed between rail 15 (Fig. 3) and rail 16. When now the locomotive passes over these rails, pendant 17 makes contact with rail 15, its upper end is swung over to plate 20 or 21, according to the direction of motion of the locomotive, thus closing the circuit through the cab of the locomotive and allowing the current to pass from battery 14, through magnet 23, through wire 25, into rail 16, through the relay switch 24, into rail 15, through pendant 17, plate 20, wire 22, to the battery 14. In this way magnet 23 is energized and the valve operated as'will presently be described.

If it is intended to guard a switch (Fig. 3) with the apparatus, an electric switch, 26, is provided, so that when the railroad switch is open, the electric switch 26 is closed, thus completing a metallic circuit from rail 15, through wire 27, switch 26, wire 28, to rail 16. By this means magnet 23 will be energized as just described in the case of the relay switch. In the same way, a circuit may be provided through a semaphore, so that if the engineer fails to see the signal to stop, his engine will be stopped automatically.

Fig. 1 shows the usual air brake equipment of alocomotive, with my apparatus added. The pendant 17 and wires 22 and 25, forming the electric circuit, are also diagrammatically shown. In Fig. 4, just under cylinder 2, is shown an air passage 29 connected with the air reservoir of the brake system. This passage communicates with a valve chamber 30 which is controlled by a valve 31. Chamber 30 is provided with a port 32. This is con nected by means of an air passage with a port 33 which 0 ens into a valve chamber 34, provided wit a valve 35. From valve chamber 34, a port 36 o ens, which is connected with a port 37, w ich communicates with the front end of cylinder 2. An exhaust passage 38 connects the front end of cylinder 2 with the atmosphere through ports 37 and 36. It will be seen that valve 31, shown just under the forward end of cylinder 2, is provided with a valve stem 39 which extends through cross-head 5 and is provided at its outer end with a collar 40 and between this collar and the valve with a collar 41.

It will be noticed that when iston 3 is at its forward limit, cross-head 5, eing in con tact with collar 40, holds valve 31 in the forward position, in which position port 32 is exposed. Valve 35, located beneath valve 31 is provided with a valve stem 42, which in turn is provided at its end opposite valve 35 with a piston 43. Valve stem 42 is also provided with a pivoted latch 44. A trip lever 45 is pivoted underneath valve stem 42, in the path of latch 44, and extends downward.

An armature lever 46 is provided for magnet 23 and fulcrumed at 47. Its end under the magnet is heavier than the opposite end, so that gravity tends to hold the armature lever in the position shown in liig. 4. The end opposite that near the magnet is provided with an antifriction roller 48, adapted to bear against the lower end of lever 45. A spring, 49, draws lever 45 backward, in order that roller 48 may rise and bear against lever 45 to prevent its moving forward. Latch 44. may slip over and pass in front of lever 45, so that it drops down in front of the lever and engages it. When the parts just described are in the position shown in Fig. 4, air under pressure from the air reservoir enters by the path 29, 30, 31, 32, 33, to chamber 34, which is a cylinder, and presses against valve 35, which is a piston. The pressure thus applied tends to drive valve 35 backward, but its backward motion is prevented by latch 44, engaging lever which in turn engages armature lever 46, so that the air from the reservoir cannot go farther than chamber 34. Now if the electric circuit is closed through magnet 23 through the instrumentality of the track apparatus previously described, armature lever 46 is drawn to the magnet, the antifriction roller 48 is depressed beyond the end of trip lever 45, latch 44 pushes the upper part of lever 45 backward, so that its ower end swings forward, latch 44 escapes from the lever and allows piston valve 35 to move backward to the position shown in Eig. 5. The air from the reservoir may now pass through port 36 and port 37 into the forward end of cylinder 2 and drive piston 3 to the rear end of its cylinder. Vhen this occurs, the outer end .of pistonrod 4 is drawn toward the cylinder, and a lug 50 on each side of slot 7 engages an extension of latch 1. 0 of the throttle lever and raises the latch. The outer end of the piston-rod engages throttle lever 8 and draws the lever over so that the throttle is closed. When cross-head 5 advances with the piston-rod toward cylinder 2, it slides over valve stem 39 until it engages collar 41, when it pushes the valve stem inward to the position shown in Fig. 5.

Here valve 31 is shown closing port 32, so

that no more air is admitted from the reservoir through passage 29. In this way the throttle of the engine is closed preparatory to sto ping the train, and, at the same time, the bra l strumentalities.

On top of the valve 1 are shown openings, 51, connected with the air reservoir, and 52, connected with the train line. Opening 51 engages with a valve chamber 53, which is provided with a valve 54 and an outlet port 55 controlled by the valve. An air passage from port 55 communicates with a valve chamber 56 by means of a port 58. Valve chamber 56 is provided with a valve 57 and res are applied through the following inan outlet port .to the atmosphere. The pas sage from port 55 is provided at its rear end with a valve seat 59 controlled by a valve screw 60, so that the escape of air can be controlled as desired. Communicating with valve 5960 is a cylinder 61 provided with a piston 62 which is connected by a piston-rod with a valve 63. Valve 63 controls a port 64, which admits air from the train line, and a port 65 through which the air from the train line may be exhausted through a passage 66. Valve 63 and piston 62 are pressed forward by a spring 67. Valves 54 and 57 are provided with valve stems which are united in a single stem 68 extending forward and provided with collars 69 and 70, similar to the collars and 41. It will now be understood that when cross-head 5 is moved forward to its limit, as shown in l ig. 4, valve 54 is drawn forward and closes port 55, so that the air from the air reservoir is stopped in chamber 53, and valve 57 exposes port 53 and the port connected with passage 66, so that any air that may be in cylinder 61 may escape through valve 5960, chamber 56, and passage 66. Under these circumstances, piston 62 is in the forward end of cylinder 61, and valve 63 closes ports 64 and 65 so that the air from the train line cannot escape. Now when magnet 23 is energized, and the air is admitted to the forward end of cylinder 2, iston 3 is driven to the rear end of its cylin er, and the parts assume the position shown in Fig. 5. The throttle is now closed, and at the same time valve 57 blanks port 53,

' and valve 54 opens port 55, so that the air from the reservoir is admitted through valve 5960 slowly into cylinder 61, drives piston 62 back, so that valve 63 exposes ports 64 and 65, and exhausts air from the train line, thus applying the service brake and stopping the train. 111 this position the engineer is not able to open the throttle, and before he can proceed with his train, the parts of valve 1 must be returned to the position shown in iiig. 4. This can be done only by resetting the parts of valve 1 by applying the emergency brake by means of the engineers valve through the following instrumentalities.

An air passage 71 is provided, communicating with the air brake cylinder, and receiving the backpressure from the cylinder. This air passage 71 leads to a piston valve 72, which is kept in the raised or closed position by means of a spring 73 of suflicient strength to resist any pressure less than that for the application of the emergency brake. When the emergency brake pressure is applied, valve 72 is moved against the pressure of the spring until the side outlet of its air passage, shown by dotted lines in Fig. 4, registers with a port 74. When this occurs, the pendent stem of valve 72 rests upon the bottom of the chamber which contains spring 73. The air now passes from port 74 and the passage leading therefrom into va cylinder 75 in which piston 43 is mounted. Here it drives piston 43 forward, thereby moving valve 35 forward, so that port 36 is exposed, and the ,air from the forward end of cylinder 2 may escape through the port and passage 38 to the atmosphere. The air from the brake cylinder in cylinder 75 also passes through a passage 76 and a port 77 into the rear end of cylinder 2. Here it drives piston 3 to the opposite end of the cylinder, thereby carrying cross-head 5 forward until it strikes collars 40 and 69 and thus resets valves 31, 54 and 57 to the running position.

It will be understood that when the air was admitted to cylinder 75 and pushed piston 43 and piston-rod 42 forward, pivoted latch 44 moved over lever 45 and dropped in front of it, and armature lever 46 had previously assumed the position where roller 48 held lever 45 locked in position, so that when valve 31 exposed port 32, and reservoir air was admitted in front of piston-valve 35, the piston-valve could not move back to expose port 36 and operate piston 3 again until magnet 23 was again energized.

It will thus be understood that whenever the magnet circuit is closed by any of the instrumentalities spoken of, the throttle-valve is automatically closed and the service brake applied, and the throttle-valve cannot be opened, nor the brakes released until the{ emergency brake has been applied.

It will, of course, be understood that the valve 1 cannot be reset by applying the emergency brake if the locomotive has stopped in such a position that contact pendant is in contact with one of the rails 15. Under such circumstances the electric cir cuit must be manually broken before the train can proceed. But this will seldom occur, since the train cannot be stopped in the short distance covered by one of the rails 15. The distance between these rails 15 constitutes a block in any system. The blocks may or may not coincide in positionand length with blocks on the same road whose lengths are fixed by the location of the apparatus of other systems.

When the train is stopped in the manner previously described, this stopping serves to notify the engineer in charge of the proximity of other trains and flagmen may be sent out from the train and other precautions taken against danger.

Having thus described my invention so that any one skilled in the art pertaining thereto, may make and use it, I claim- In apparatus for railroad block systems, a throttle and air brake controlling valve comprising a main cylinder provided with a piston and a piston-rod, valve gear for controlling the admission of air to said main cylinder comprising a slide valve operatively contem operatively connected with said main nected with said main piston-rod and a piston-rod.

piston valve to be operated by the air ad- 1 mitted by said slide valve, electromagnetic GEORGE PATRICK BURKE controlling apparatus operatively connected 1' Witnesses:

with said valve gear, and valve gear for con- 1 D. B. MEDANIOK,

trolling the train line of the air brake sys- M. C. ROLLWAGE. 

